Angle cock



Dec. 23, 1930. F. P` LIVINGSTON ANGLE COCK Filed June 25, 1927 iiuuuuw 23 24 TIM/NG HES INVENTOR FRI-:MONT P.| l\/|NGSTON EY Qfdf@ ATTORNEY Patented Dec. 23, 1930 IFREMONT P. LIVINGSTON,

OF DENVER, COLORADO, ASSIGN OR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA i ANGLE cock Application filed .Tune 25,

This invention relates to fluid pressure brakes and more particularly to an angle cock device, such as employed to control communication through the brake pipe of a fluid pressure brake system.

-If the usual angle cock device, in the brake pipe at one end of a car, is turned, so as to close communication through the brake pipe on a train and under such a condition, an operator should attempt to effect an application of the train brakes, the brakes on the cars back of the closed angle cock device will not be applied, which may result in the train running past signals set at danger, or across closed crossings, or the wrecking of a train by running into a train ahead.

The principal object of my invention is to provide an angle cook `device having a control means, adapted to automatically open said device, so as to normally maintain open communication through the brake pipe of al train, but having manually operable means, whereby communication through the angle cock device may be temporarily closed.

Referring tov the drawing in which like reference characters refer to like parts; Fig. 1 is a plan view, partly in section, of an angle cock device and the control means embodye ing my invention; Fig. 2 is an end elevational View of the same; Fig. 3 is a section taken on the line 3 3 of Fig. 1; Fig. 4 is a plan'view, partly in section, of a modification of my invention; Fig. 5 is a section on the line 5 5 of Fig. 4; and Fig. 6 is a fragmentary sectional view illustrating a further'modication of my invention. l

As shown in the drawing, theV apparatus may comprise an angle cock device 1, operatively connected to al control valve device 2, it being understood that an angle cock device with its control valve device is located at each end of the car. l V

The angle cock device 1 is of the usual type and comprises a casing, having a central passage (not shown) therethrough, one end of which is adapted to be connected to the brake pipe 3 and the other end 4, at an angle, is adapted to be connected to the usual flexible hose (not shown). Interposed in said central Passage is the usual plug valve 5, adapted 1927. Serial No. 201,358.

to be operated by a handle 6 to either one of two positions, in one of which, communication is opened through the central passage in the casing and in the other of said positions, cpmnunication through the brake pipe 3 is c ose The control valve device 2 comprises a cas` ing having a brake pipe chamber 7 connected at one side to the pipe 3 leading to the angle cock device 1, while theother side has an opening adapted to be connected to the brake pipe (not shown), that extends to the opposite end of a car.

A poppet valve 1l is contained in a valve chamber 9, in said casing, which chamber is connected to the brake pipe chamber 7 through a passage 10. The poppet valve 11 is-adapted, in one position, to seal on a seat ring 12 formed in chamber 9. Interposed between the poppet valve 11 anda plug 13. having screw-threaded engagement in the wall of chamber`9, is a spring 14, adapted to normally hold said valve seated. The poppet valve 11 is provide-d at one side with a stem 15, having sliding engagement in an opening 16 in the plug 13', and at the opposite side, the valve is provided with a stem 17, adapted to slidably operate through an opening in a plug. 18, said plug having screwthreaded engagement vin the casing. The stem 17 is provided at its outer end with a push button 20. n Y .Disposed in the casing adjacent the poppet valve 11 is a piston 22, the chamber 24, at one side, being connected to the atmosphere through port 25 and containing a spring 23, which acts on said piston, and the chamber 21 at the other side being connected to a passage 19, which leads to a timing reservoir 30. Passage 19 opens to a passageway which is controlled by the valve 11.`

The piston 22 has a central opening through which a rod 27 extends. `Said rod slides through an opening in a plug 28, having a screw-threaded.engagement in the casing, and is connected through a link 29 with the angle cock handle 6. y

After a slight movement oftheJ piston 22 to the right, the chambers 21. and 24 are conv .f-.t

nected, preferably through a groove 26 formed in the Wall of said chambers.

In operation, the parts being in the position shown in Fig. 1, fiuid under pressure, from the brake pipe 3 and the brake pipe chamber 7 of the control valve device 2, flows through passage 10 to valve chamber 9 or" the control valve device and since the pressure of spring 14 normally holds the poppet valve 11 sealed on the seat ring 12, the 1 ressure in chamber 9 becomes equal to the pressure. in the brake pipe 3.

To close the angle cock device 1 and thereby cut off communication therethrough, the poppet valve 11 is unseated, against the pressure of the spring 14, by manually pressing on the push button 20. Unseating said valve, permits fluid from the brake pipe to flow through the valve chamber 9 to the piston chamber 21 and the timing reservoir 30, by Way of passage 19. This pressure in piston chamber 21 acts on the piston 22 and shifts said piston to the right, against the pressure of spring 23, said movement causing a cor'- responding movement of handle 6 of the angle cock device 1, due to the connections thereto through the piston rod 27 and the link 29. Since the handle 6 of the angle cock device is secured to the plug valve 5 of said device, said plug` valve is turned to the usual closed position, in which position, communication therethrough is cut olf.

After the angle cock device is moved to closed position, the pressure on the push button 20 may be removed and then spring- 14 Will return the valve 11 to its normal position, against the seat ring 12 and thereby prevent further flow of i'iuid from the brake pipe to the piston chamber 21 and reservoir 30. After the valve 11 is thus seated, the fluid under pressure in said piston chamber and reservoir gradually flows to the atmosphere through the clearance provided in the plug 28 around the piston stem 27 and in the plug` 18 around the valve stem 17. Then the pressure acting on the piston 22 is thus reduced a predetermined degree, the pressure of spring 23 starts moving the piston 22 back toward its normal position, thereby causing a corresponding relative movement of the angle cock handle 6 and plug valve 5 toward the open position. lVhen the control valve piston 22 has been thus returned nearly to its normal open position, the groove 26 in the chamber Wall connects the opposite sides of the piston 22 and permits a quick filial exhaust of the fluid under pressure from the piston chamber 21 and timing reservoir 30 to the atmosphere, so as to ensure a complete return of the angle cock plug valve 5, to its normal open position.

It will be noted, that the groove 26 does not open to connect the opposite sides of the piston 22, until after a certain slight movement of the piston to the right .takes placef This permits an initial build up of pressure on the piston 22, sufficient to cause it to move past the position in which commiiinication is established through the groove 26 from one side of the piston 22 to the other side, thereby ensuring prompt operation in closing the angle cock device. Furthermore, in case of possible leakage of fluid under pressure past the valve 11, at a rate in excess of the rate at Which fluid can flow to the atmosphere through the clearance space around the piston stem 27 and around the valve stem 17, the piston 22 Will be moved to the right, by the pressure thus built up in cham ber 21, so as to open the groove 26 and thus prevent the build up oit a sufficient degree of pressure on the piston 22 to cause it to operate to move the angle cock to closed position.

1f itis desired to further ensure the angle cock device 1, being normally held in the open position, the invention, as shown in Fig. 1, may be modified as shown in Fig. 4, by adding a poppet valve 33, Which is connected to the piston 22, through a stem 35, having sliding engagement through a member 36 and preferably, screw-threaded engagement in said piston. In the open position of the angle cock, the poppet valve 33 is adapted to seal on a seat ring 34, formed on the member 36. Said poppet valve is contained in a chamber 31, formed by a hollow member 32 mounted on the casing, said chamber being connected to the brake pipe chamber 7 through passages 39 and 10.

n operation, When the angle cock device is in the open position, as shown in the drawing, the poppet valve 33 is sealed on the seat ring 34 and the seated aera Within the seat ring 34 is vented to the atmosphere through the clearance space provided in the openinfr in the member 36, through which the val-)ve stem 35 extends, so that the pressure of the brake pipe fluid in chamber 31, acts on the outer surface of the poppet valve 33 and thereby supplements the pressure of spring 23 in holding the angle cock device 1 in the open position. Then the piston 22 is operated to close the angle cock device 1, in the same manner as hereinbefore described, the poppet valve 33 is shifted outwardly away from the seat ring 34, in Which position said poppet valve has no effect upon the closing operation of the angle cock device 1.

In Fig. 6 a slightly modified form of the construction shown in Fig. 4 is illustrated, in Which construction, means are provided for preventing the flow of fluid from the brake pipe to the atmosphere by Way of the exhaust port 25, When the angle cock device is in its closed position. To accomplish this purpose, when the angle cock device 1 is turned to closed position, the poppet valve 33, in

Fig. 6, is adapted to seal on a seat ring 37, formed on the out-er wall of chamber 31. The chamber 38, within the seat ring 37, is connected to the brake pipe chamber 7 through passages 40 and 10, so that with the poppet valve 33 seated on the seat ring 37, fluid from the brake pipe cannot flow to chamber 3l and then to the atmosphere through passage 25. This improved construction permits an operator to maintain the angle cock device in the closed position indefinitely, Without causing an undesirable loss of fluid from the brake pipe 3.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

l. The combination with a valve controlling communication through a train pipe, of a piston operatively connected to said valve, a spring acting on said piston for normally operating said piston tohold said valve in its open position, and manually operable means for supplying fluid under pressure to said piston to shift said piston and said valve to its closed position.

2. The combination with a brake pipe and an angle cock controlling communication through said brake pipe, of a pistonoperatively connected to said angle cock, a spring acting to normally hold said cock in its open position, and means subject to fluid pressure in the open position of the parts for assisting the spring in maintaining the parts in the open position.

3. The combination with a brake pipe and an angle cock controlling communication through said brake pipe, of a piston operatively connected to said angle cock, a spring acting to normally hold said cock in its open position, means subject to iiuid pressure tending to hold the angle cock in its open position, and means whereby the opening movement of said angle cock is freed from opposition by fluid under pressure.

4. The combination with a brake pipe and an angle cock controlling communication through said brake pipe, of a piston operatively connected to said angle cock, a spring acting to normally hold said cock in its open position, a member subject to fluid pressure tending to hold the angle cock in its open position, and means operated upon movement of said piston to close said angle cock for substantially equalizing the fluid pressure on said member.

5. The combination with a brake pipe and an angle cock controlling communication through said brake pipe, of a piston operatively connected to said angle cock, a spring acting to normally hold said cock in its open position, a member carried by said piston and adapted to seat in the position of the piston holding the angle cock open and subject on one side to the pressure of fluid supplied from the brake pipe.

6. The combination with a brake pipe and an angle cock controlling communication through said brake pipe, of a piston operatively connected to said angle cock, a spring acting to normally hold said cock in its open position, a member carried by said piston and adapted to seat in the position of the piston holding the angle cock open and subject on one side to the pressure of fluid supplied from the brake pipe and adapted when unseated upon movement of th-e piston to close said angle cock, to vpermit the substantial equalization of fiuid pressures on opposite sides of said member.

7. The combination with a brake pipe and an angle cock controlling communication through said brake pipe, of a piston operatively connected to said angle cock, a spring acting to normally hold said cock in its open position, a member carried by said piston and adapted to seat in the position of the piston in which said angle cock is held in its open position and subject on one side to the pressure of fluid supplied from the brake pipe to a chamber, said member being adapted upon movement of the piston to the position in which said cock is closed, to cut olf communication from the brake pipe to said chamber.

In testimony whereof I have hereunto set my hand.

FREMONT P. LIVINGSTON. 

